Train-controlling apparatus



J 1ly29, 1930. F. J. MEAVOY 1,771,718

. TRAIN CONTROLLING APPARATUS Original Filed June 1924 1 2 Sheets-Sheet '1 July 29, 1930. 'F. J. McAvoY 1,771,718

I TRAIN CONTROLLING APPARATUS Original Filed June 4, 1924 2 Sheet s-She et 2 Fatentecl July 29, 1930 UNITED STATES FRANCIS J'. MCAVOY, OF NEWARK, NEW JERSEY, ASSIG-NOR F ONE-HALF TC I-IIMSEILI E PATENT OFFICE AND ONE-HALF TO; FRANK J. KENT, OF NEW YORK, N. Y.

f TRAI -CONTROL ING AP ARATUS Application filed June 4, 1 924,v Serial N 0. 717,710. Renewed June 21, 1929.

This invention relates generally to train controlling apparatus and more particularly to the construction of a trip device operable guarded against snowand ice and other adverse weather conditions. i

The invention includes a vertically mov able tripping plunger which, with an actuating arm or lever therefor, is normally housed in a weather-tight casing securely anchored in theroadbedn A plunger for rocking the arm to elevate the trippingplunger to operative position projects from the casing adj acent one of the traflic rails where it will be engaged and depressed by the flanges of the car wheels passing along the rail. Normally the plunger does not engage the rock arm, the plunger falling short of reaching the arm so that a gap normally exists between the lower end of the plunger and the adjacent end of the arm beneath. ,7

In order to effect the actuation of the arm by the plunger, a control arm which is normally heldin an inoperative position by a magnet which is maintained in energized condition when safety conditionsolotainin the hlock with which the magnet is associated, is moved by a spring to a positionto fillthe gap between the plunger and the arm and thereby bring about the operation of the arm andthe tripplunger when the controlling magnet is deener gized inresponse to a danger condition.

Other features of the invention will be hereinafter referred to. I

Figure 1. is a plan view with parts broken away showing a train control tripping device embodying the invention.

Figure 2 is a viewin longitudinal vertical section of the device shown in Figure 1.

Figure 3 is a View in vertical sectionand' elevation" of train-carried controlling apdrawing.

paratus and showing its operative relation to the trip device shown in Figure 1.

Figure 1 is a diagrammatic view showing a railway track block and the electricalequipment for controlling the trip device.

Figure 5 is a view in vertical section ofa modified form of trip actuating plunger for use in the deviceshown in Figure 1.

Figure 6 is a view from underneath of the device shown in Figure 1. 1

Figure 7 is a view in side elevationofstill another form of trip actuating plunger.

Figure 8 isaplan view of the device shown in Figure 7.-

Referring to the drawings for a-more detailed description of the invention a casing curely attached to a trafiic'rail 11 by clarnping engagement with the base flange 12' of the rail as at 13 in Figures 1 and 2 of the Theelongated casing 10 is arrangedto extendaway from the rail to a point which locates a vertically movable trip plunger 15mounted thereinmidway between the'traffic rails.

The trip plunger 15 normally occupies a retracted and lowered position indicated in full lines in Figure 2 of the drawing and is 2 adapted toslide-vertically in a gland or stuffing box 16 formed-in the upper wall of the casing 10. The lower end of the plunger 15 is seated inaguide socket member 17 with which it has vertically movable relation, An offset. 18 formedat a mid-portion of the plunger provides a recess inwhich is received the r-ounded end 19 of an operating lever 20 and a spring interposed between the oifset 19 and the top of the casing 10 normally holds the plunger in its lowered position.

The operating lever 20 is pivoted at 21 on a hracket 22'attached 'to'the bottom of the casing 10 in a position adjacent the end 23 of the ca sing which is attached'to the traflic rail 11. Anactuatingplunger 2 1 extends through a stufling box 25 in the casing 10 in a position adjacent the rail where the flanges of train wheels passing along the rail will engage and depress the plunger to thereby rock the operating lever and elevate the trip plunger 15,

lever but is spaced therefrom so that a downward movement of the stem 29 normally fails to engage and operate the lever 20.

In order to effectuate the operation of the lever 20 by the downward movement of the plunger stem 29 a control arm 30 is pivoted at 31 on the lever 20 for horizontally swinging movement to swing the extendedend 32 of the arm into and out of position in the space between the lower end of the actuating stem 29 and the end of theoperating lever 20. A spring 38 constantly exerts a pull tending to swing the control arm into operating position but the arm is normallyheld in inoperative position against the pull of the spring by a magnet 84 mounted on a bracket 35 attached to the lever 20. Upon deenergization of the magnet 34 the arm 30 which serves as an armature to the magnet is released to swing into operative position beneath the stem 29 as will be clear.

'lhe magent 34 is contained in a ClICLllb 36 whichalso includes a battery 37. The circuit 36 is in turn controlled by a relay '38 controlled by the condition of the adjacent track block 39, the block circuit of which includes the battery 40 and circuit 41 connecting the rails at one end of the block and the circuit including the coils of-the relay 38 which connect the rails at the opposite end of the block. it will be seen that in an energized condition of the relay 38 the armature 43 thereof maintains the localcircuit 86 closed and thereby maintains the magnet 34in an energized condition'to hold the arm 30 out of operating position. The entrance of a train into the block 39 short circuits therelay 38 as will be seen and brings about a corresponding deenergization of the magnet 34 to permit the arm 30 to swing into operating position, thereby setting the train-stopping mechanism in the block over which the train has just passed.

in Figure 3 of the drawing is illustrated train carried control mechanism including a plunger 44 connected with a rock arm 45 which immediately controls a valve 46 in the train pipe brake controlling line. The plunger 44 is connected at its lower end to a pivoted plate 47 which is directly engaged and raised by the engagement therewith of the trip plunger 15 as the train passes the position of the casing 10 in the track. A dashpot device 48 in the plunger 44 operates to produce a slow return of the plunger to its lowered position following an actuation thereof. A signal control circuit 49 including a battery 50 is arranged to be controlled by a contact bridging element 51 in the diflerent positions which the bridging element takes in the rise and fall of the plunger 44.

In. Figures 5 and 6 of the drawings is shown amodilied form of actuating. plunger 24 for the trip operating mechanism. This embodiment of the invention shows a flanged contacting member 52 mounted in a cushioned support 53 in the body of the plunger 24. This construction operates to absorb the shock of the blows to which the cap member is subjected in the passing of the wheel flanges thereover. Theactuating stem 29 in thisconstruction instead of being formed in- -tegrally with the plunger body 24 as in Fig ure 1, isattached thereto by means of the screws as is indicated.

In Figures T and 8 of thedrawing still another form of actuating plunger construction is shown. A feature of this modification of the invention is the provision of approach arms 55 pivoted at 56 and resting at their free ends on shoulders 57 formed on the upper part of the plunger 24. The function of the arms 55 is to diminishthe shock of the blow on the plunger 24 and practically to absorb the lateral component of the blow which is applied to the plunger construction by the moving car wheel flange.

What I claim is: I

'1. In train controlling apparatus, a trip device, alever mounted in operative relation to said trip device, a train-operated piston adapted to move said lever, and block controlled means movable between said lever and said piston. I V

2. In train controlling apparatus, a vertically movable rod, a lever pivoted for vertical movement and having one end connected with the rod for operation thereof, a piston mounted for engagement by a train and spaced vertically above the other end of the lever, and a control member responsive to traific conditions and adapted to be moved into the space between the piston and the end of the lever whereby to cause the movement of the piston to actuate the brake of the train.

3. In train controlling apparatus, a vertically movable trip plunger, a lever pivoted on a horizontal axis intermediate its ends and having one end connected with the plunger for operation thereof, a plunger located adjacent a traffic rail for operation by a car wheel flange passing thereover, the lower end of the plunger being spaced above the other end of the lever, a control arm pivoted for horizontal movement on the upper surface of the control lever and with one end thereof adapted to enter the space between the wheel operable plunger and the lever, a magnet carried by the lever and controlled by traffic conditions to normallyhold the control arm in withdrawn position, and spring means for moving the control arm into position between the plunger and the lever when the magnet is deenergized.

4. In train controlling apparatus, an elongated casing attached at one end to atraflic rail and extending to a position between the rails, a vertically movable trip plunger mounted in the extended end of the casing, a lever mounted for vertical movement in the casing and having one end connected to the trip plunger for operation thereof, a plunger operation by a car wheel, the lower end of the plunger being spaced above the adjacent end of the lever, a control arm pivoted for horizontal movement on the upper surface of the 7 control lever and with one e nd thereof adapted to enter the space between the wheel operable plunger and the lever, a magnet carried by the lever and controlled by traflic conditions to normally hold the control arm in withdrawn position, and spring means for moving the control arm into position between the plunger and the lever when the magnet is deenergized.

5. In train controlling apparatus, an elongated casing attached at one end to a traffic rail and extending to a position between the rails, a vertically movable trip plunger mounted in the extended end of the casing, a lever mounted for vertical movement in the casingand having one end connected to the trip plunger for operation thereof, a plunger mounted in the other end of the casing for responsive to traffic conditions and adapted to be moved into the space between the piston and the end of the lever whereby to cause the movement of the piston to actuate the brake of the train. V

' In testimony FRANCIS J. MoAVOY; 7

operation by a car wheel, the lower end of the plunger being spaced above the adjacent end of the lever, a control arm pivoted for horizontal movement on the upper surface of the control lever and with one end thereof adapted to enter the space between the wheel operable plunger and the lever, a magnet carried by the lever and controlled by trafiic conditions to normally hold the control arm in withdrawn position, spring means for moving the arm into operating position when the magnet is deenergized, spring restoring means for the plungers, and stufling box devices in the casing through which the plungers extend.

6. In train controlling apparatus, a trip member mounted in the trackway and, arranged to be moved to a raised position under danger conditions, a train controlling plunger carried by a vehicle and extending down- Wardly below the level of the trip member when the trip member is raised, a hinged member supporting the lower end of the plunger and adapted to be engaged by the raised trip member and to swing upwardly to lift the plunger, and a shock absorbing spring connection between the hinged member and the plunger.

7. Train controlling apparatus comprising a trip rod, a pivoted lever having one end arranged to operate the rod, a piston mounted for train engagement and spaced from the other end of the lever, and a control member whereof I afiix my signature. 

